These step by step instructions will show you how to file an oceanic flight plan correctly, using the example flight of BAW188 from Newark Liberty International Airport (KEWR) to London Heathrow (EGLL).

Which track to choose? Well it all depends on where you are flying from, and where you are going. Generally the most favourable winds are situated along the "middle" track, so unless this causes a gigantic detour it's a good idea to plan to use it. If however using this track would cause a rather large increase in distance you should consider a more southern or northern track.

Looking above at the routings we know now our initial routing from Newark Airport to our entry point COLOR. We also know already our NAR (North American Route): N43A, which goes from KANNI to COLOR.
Finally we append the requested mach speed and flight level for the crossing. This must be filed as well if the flight level and/or mach speed doesn't change.

So now we have our complete route on the Canadian side: MERIT DCT HFD DCT PUT DCT BOS DCT KANNI N43A COLOR/M081F380

We now have to plan the route from the end of NAT W to Heathrow Airport (EGLL). So all we need to find now is our arrival route into Heathrow.

2 STARs are available for western arrivals:

The Ockham 2 Fox-Trot (OCK2F) STAR, which starts at BEDEK, near CPT on the Y3 airway, and

The Bovingdon 1 Bravo (BNN1B) STAR which starts at NUGRA, near Birmingham then descends south to BNN via Wescott NDB (WCO).

We will enter the European Airspace west of the coast of Ireland so the choice is clear: We will use the OCK2F arrival via BEDEK, so all we have to do is plan the route via the available airways: UN523 CRK UL607 NUMPO Y3 BEDEK OCK2F

When you departed you received your IFR clearance from Newark Clearance Delivery. However this clearance does not allow you to enter Oceanic Airspace.
A separate oceanic clearance must be obtained from the Gander OCC. You must have this clearance no later than 30 minutes before your planned ETA at the entry fix of the track. This can be obtained on voice, or via our datalink system.

Pilots intending to operate in the Gander OCA + Shanwick OCA should note the following:

Clearances for VFR climb or descent will not be granted.

The Mach number to be maintained will be specified for turbojet aircraft.

ATC will specify the full route details for aircraft cleared on a route other than an organized track or flight plan route. The pilot is to read back the full details of the clearance, including the cleared track.

ATC will issue an abbreviated oceanic clearance to aircraft that will operate along one of the NAT organized tracks. The abbreviated clearance will include the track letter, the flight level and the Mach number to be maintained (for turbojet aircraft). The pilot is to read back the clearance including the TMI number. ATC will confirm the accuracy of the readback and the TMI number.

If the aircraft is designated to report meteorological information, the pilot will be advised by the inclusion of the phrase “SEND MET REPORTS” in the clearance.

Whether received via datalink or voice, the oceanic clearance to enter the Gander OCA has the following meaning:

The clearance is valid only within oceanic airspace, and details the route, altitude and speed at which the flight is to enter oceanic airspace;

The flight crew is not immediately authorized to change the route, altitude or speed in order to comply with the oceanic clearance.

The frequency is 128.450 (primary), or 135.450 (secondary) - Callsign is Gander Center (CZQX_OC_CTR). If this station is not online the clearance has to be requested from Gander Radio (CZQX_FSS) or ultimately Gander Domestic (i.e. the radar controller you are already talking to).

ATC will not initiate the communication. It is up to the Pilot to call ATC, not the other way around.If the pilot is on text only, clearance requests and position reports should be made via private chat, this is to ensure that even at peak flow the relevant data reaches the controller.

The datalink clearance can, 8 times out of 10, replace vocal clearances and expedite the process of obtaining oceanic clearance.

If all goes well and you obtain clearance via datalink you still have to read it back verbally to clearance to validate it, and confirm estimate over entry point. Typically the clearance message will give you a time when you must do this. Below is the transcript of a datalink readback:

Note: If your ETA for the entry point changes by more than 3 minutes, advise Gander Oceanic Clearance of your new ETA.

The procedure for aircraft departing Europe is very similar, except that:

If you are at an airport west of 03°W you receive your oceanic clearance on the ground, after receiving your normal airways clearance.
If you are at an airport east of 03°W you will get your oceanic clearance passing 03°W - that is, you are already airborne.

Our aircraft has now just been handed off to the Gander Oceanic controller by the Gander domestic controller, this therefore means we must just be coming up to 49 North 50 West. When entering a track (or contacting any Oceanic controller for the first time) there is no special procedure, you just give a standard position report.

We have now left any sight of land behind us, and we won't see it again until we reach Ireland. However as a pilot you have a lot more things to worry about than watching the waves or the stars.

Position reports

Due to the limited amount of radar in the Atlantic the only way for the controller to know where you are is to ask for a position report. These are done:

At every waypoint (lat/lon) you fly over;

45 minutes has passed since your last report which ever is earlier;

Whenever you wish to change speed or altitude;

If the ETA for your inbound waypoint changes by more than +/- 3 minutes from your previous reported time.

These give the controller an idea of where you are, where you are going next, how high you are, how fast you are, etc. These are invaluable to the controller to keep you clear of conflict, however they are a whole new skill to many pilots.

Position reports shall include the reported position, the next reporting point and estimated time, and the succeeding reporting point as per the cleared route. If the estimated time over the next reporting point is found to be in error by three minutes or more, a revised estimated time shall be transmitted as soon as possible to the appropriate ATC unit. When making position reports, all times shall be expressed in UTC, giving both the hour and minutes.

Our British Airways Triple Seven (B777) is just reaching the first of its position report waypoint now, a typical transcript is below:

Pilot: "Gander Radio, Speedbird 188 with a position report"

ATC: "Speedbird 188, Gander Radio, pass your message"

Pilot: "Speedbird 188, passed 47 North 50 West at 0246z, Flight Level 380, Mach .83, estimating 49 North 40 West at 0329z, next is 51 North 30 West"

ATC: "Speedbird 188, Gander Radio, passed 47 North 50 West at 0246z, Flight Level 380, Mach .83, estimating 49 North 40 West at 0329z, next is 51 North 30 West"

After reporting 40W (20W if flying Europe-North America) the controller will instruct you to "report 30 west to Shanwick on 127.900 (12790.0 kHz)". This means you switch frequency at 30 west, not right away. If you do change frequency you'll just be sent back.

Do not expect to be able to change level in oceanic airspace, the separations involved are just to enormous. It is strongly recommended that you ask for your clearance at the highest level you can possibly achieve on entering Oceanic airspace, as you burn off fuel the aircraft will be at optimum flight level about half way across.

You should not expect to get initial descent for your destination while within oceanic airspace. Domestic (radar equipped) airspace starts far enough away from all destinations that this is not necessary. Descents in oceanic airspace will only be given in the event of an in flight emergency such as engine failure, decompression, or for separation issues.

For all altitude changes, either climbs or descents, pilots should report “reaching” the new level/cruising altitude to ATC.

We have now finished the Oceanic stage of our flight as we pass over DOLIP and begin to route towards London Heathrow. Once again there is no special procedure for leaving the NAT. You will just be handed over to the appropriate controller, the same way as you were handed off within oceanic airspace. In this case it is Shannon control – Shannon will assign you a squawk code and identify you.

You do not need to give positional reports to this controller as he will offer radar service.

south of 70°N, the planned tracks shall be defined by significant points formed by the intersection of half or whole degrees of latitude at each 10° of longitude (60°W, 50°W, 40°W). For flights operating north of 70°N, significant points are defined by the parallels of latitude expressed in degrees and minutes with longitudes at 20° intervals

For flights operating predominately in a north–south direction, the planned tracks shall be defined by significant points formed by the intersection of whole degrees of longitude with parallels of latitude spaced at 5° (65°N, 60°N, 55°N).

North Atlantic Reduced Vertical Separation Minimum

The following flight level allocation scheme (FLAS) should be used by operators for flight planning purposes:

FL430

May be flight planned for both eastbound and westbound non-RVSM certified aircraft
- 24 hours a day

FL410

Eastbound level - 24 hours per day

FL400

Westbound flight level - except within eastbound OTS

FL390

Eastbound flight level - except within westbound OTS

FL380*

Westbound flight level - except within eastbound OTS

FL370

Eastbound flight level - except within westbound OTS

FL360*

Westbound flight level - except within eastbound OTS

FL350*

Eastbound flight level - except within westbound OTS

FL340

Westbound flight level - except within eastbound OTS

FL330*

Eastbound flight level - except within westbound OTS

FL320*

Westbound flight level - except within eastbound OTS

FL310*

Eastbound flight level - except within westbound OTS

FL300

Westbound flight level - 24 hours per day

FL290 and below

Even levels westbound - 24 hours per day

Odd levels eastbound - 24 hours per day

Notes:

Flight Level*: Shanwick/Gander may exchange on a tactical basis during OTS periods.